DRAFT FEASIBILITY REPORT Executive Summary

A) MAIN REPORT
Section Subject Page

A-1 Background of the project

A-2 Data collection
A-3 Traffic survey and Analysis
A-4 Field survey & investigation
A-5 Alignment options
A-6 Preliminary design
A-7 Preliminary cost estimate
A-8 Economic & financial analysis
A-9 Construction method & Time frame
A-10 Stay Cable and Corrosion protection aspects

B) DESIGN REPORT

B-1 Design criteria & standards

B-2 Hydrologic aspects
B-3 Aesthetic aspects
B-4 Preliminary design & drawings
i) Load calculation
ii) Stay cables
iii) Deck
iv) Pylon
v) Well foundation
vi) Bearings/Expansion joints
vii) Viaduct
B-5 Protection against barge impact
B-6 Environmental aspects.

ANNEXURES
Annexure A : Report on traffic survey
Annexure B : Report on topographic survey
Annexure C : Report on subsoil investigation
Annexure D : Report on seismicity of site
Annexure E : Computer Modelling
Annexure F : Influence lines
Section A-1: Background of the Project.

A two-lane high level road bridge had been constructed across Zuari river in April 1983 at km 16 on
Panaji Mangalore section of NH-17. This is a prestressed concrete box girder balance cantilever type bridge with
627m length on river portion and a total length of 807m including viaducts. The super structure of the main bridge
comprises of 4 spans of 122m PSC box girder of varying depth, two end spans of 69.5m each and 5 viaduct spans
of 36m each. All foundations are of deep well type.
Since 1983, the traffic density on the corridor has increased substantially for which the 2-lane carriageway
is inadequate. Also, due to high salinity and severe aggressive coastal environment, the existing road bridge had
shown signs of distress and consequently a load restriction of 12 tonne was imposed. The bridge girders have been
strengthened by external prestressing in the year 2001 followed by load testing. However, due to very high traffic
growth in this region, decision has been taken to construct a new 4-lane bridge alongside the existing one on BOT
basis.
One of the important feature of the Zuari river is that it carries large number of high capacity barges laden
with iron ore which passes underneath the bridge and move to Mormngao Harbour and back. This necessitates
provision of navigational passage in the existing and proposed crossing. In the existing road bridge, two
navigational spans of 122m each have been provided. For the proposed bridge, decision has been taken by the
department to construct a 4-lane cable stayed bridge with central span exceeding 350m. The decision for a cable
stayed bridge has been primarily dictated by tourists attraction as tourism is of prime importance to the state and
also to have a landmark structure in the state. In addition to the main cable stayed bridge, consultants scope of
work also includes design of a 6km long Velha bypass to with a toll plaza in continuation to the Panaji side
approach to the bridge.
Accordingly, tenders were invited by PWD, Goa for the consultancy services for the proposed cable
stayed bridge and terms of reference was issued in August 2001. This TOR was originally made for 2-lane bridge
and subsequently modified in favor of a 4-lane bridge crossing. The consultancy work has been awarded to M/s
Span consultants Pvt. Ltd. On 9th August, 2002 refer PWD Goa letter no. PWD/SE.IX (NH)/F.5260-T/2002-03/290
dated 9th August, 2002 followed by signing of agreement on 5 th September, 2002. The consultancy work has been
accordingly started, all the related site survey and investigation work completed preliminary design engineering
carried out and the draft feasibility report is now submitted as per terms of agreement.

Terrain, climate and local conditions

The terrain is partly plain and partly rolling. The climate is hot and humid which changes throughout the
year. The temperature ranges from 17 C to 38 C. The region gets heavy rainfall in monsoon season starting from
June to September. with average rainfall of 3000mm. The two landmasses of North and South Goa are separated
by river Aghanashini (Zuari) that is a perennial river with high salinity due to its proximity to the sea. Being on the
west coast of India, the climate is classified as severe and corrosive. The river is subjected to daily tidal variation
and large number of high capacity barges ply over the river carrying iron ore minerals. Goa state is classified in
seismic zone III of IS: 1893-1984, severest being zone V.
 NH-17 crosses the Zuari river at 16th km from Madgao after Vasco road junction. Recently Konkan
Railways have also constructed a single track rail bridge on Zuari river running close and on the upstream side of
the road bridge in a skew alignment (refer enclosed site plan). The two nos central navigational spans of the
railway bridge consists is of 122m each and of steel open web girders. All other spans of the railway bridge
comprises of PSC girders of shorter spans varying between 12m and 30m.
Existing approach to the road bridge (on Panaji side) runs on a high embankment with a maximum height
of about 12m. On the Cortalim side, the approach runs on high embankment. The existing soil condition close the
water line on this end consists of plastic clay susceptible to settlement.
The approach alignment on Cortalim side passes underneath the viaduct of railway bridge and terminates
at a road intersection closeby.
A few site photographs are enclosed herewith to highlight the present site condition showing existing road
and rail bridges on Zuari river.
Section A-2: Data Collection.
Large extent of existing data has been collected from various departments in Goa including the PWD.
These include following.
i) Site plan for proposed bridge.
ii) GA of the existing road bridge.
iii) Subsoil data for the road and railway bridge.
iv) Traffic data.
v) PWD Schedule of rates (Bridge 1996, Road work 2000)
vi) Data regarding barge movement.
vii) Hydraulic data.
viii) Land acquisition plan for Velha bypass.
ix) Data from Goa tourism.
x) Tidal charts.

Relevant extracts of the above data are enclosed for reference. These have been made use of in the present work.
Section A-3: Traffic Survey and Analysis
Section A-4: Field survey and investigation
Following field survey have been carried out as per provision of TOR and in discussion with the department.
i) Topographic survey
Topographic survey has been completed on the entire project stretch using computerised Total Station and
Autolevel equipments. Reference co-ordinates have been established with Global Positioning system (GPS).
Details of the GPS instrument is enclosed. A survey corridor width of 250m i.e. 125m on either side of centre line
has been adopted. All existing physical features within the corridor width have been identified. The survey has
covered the entire proposed alignment including 1000m beyond end of approaches on either ends plus the proposed
6km long 4-lane Goa-Velha bypass alignment on Panaji side. Here also a survey corridor width of 250m has been
adopted.
The survey covered two alternative alignments for the proposed bridge and approach.
Survey of river bed profile has been made with steel chains from boat at the proposed centre line of
bridge and on u/s and d/s side of the same. Bed level in navigational channel varies between 8m-11m below HTL.
The proposed alternative alignment plans for the bridge and bypass has been developed based on the
results of above survey and in discussion with the department.
The existing GTS bench mark reference point is located on the south end of the existing road bridge and
identified by PWD engineer at Goa. Based on the GTS value, the temporary bench marks are fixed along the
survey corridor by double run leveling method. Temporary BMs have been established using Autolevel
equipments of make Sokkia, Japan.
The control points for the traverse have been conducted by using Global Positioning System of Leica
Swiss make. Based on the GPS control points, open traverse has been conducted by using computerized Total
Station equipment. These 3-D survey data have been down loaded in the consultants design office computer system
to prepare the survey drawings on digital terrain mapping system. The proposed alignment plan has been plotted on
the survey drawings.
Survey drawings have captured all major existing physical featured viz. buildings, drainage, electric posts
major trees. Telephone posts, existing roads etc.
Regarding the bypass, about 75%of the alignment passes through agricultural lands. The right-of-way (ROW) of
the bypass boundary (land acquired by the department) has been shown to the consultants team by the concerned
PWD engineer.
Entire centerline of the proposed alignment on land has been staked out at site and marked on ground at
50m intervals. The same has been checked by concerned PWD engineer.
For future reference of the proposed bypass centerline alignment and bridge, a no. of reference points
have been marked at site. Details of these reference stations, list of bench marks, layer details for Autocad
drawings, details of blocks and field data checked by PWD engineer are enclosed to this report.

ii) Traffic Survey.

Following traffic surveys have been carried out as per provisions of TOR and as per detailed discussions
with the department.
i) Special Counts
ii) Origin Destination Survey
 iii) Willingness to pay survey
iv) Axle load survey
The above have been discussed in detail under section A-3 Traffic Survey and Analysis

iii) Soil Investigation

The existing available data of subsoil investigation for the road and rail bridge on Zuari river have been
studied in details. In accordance with provisions of TOR, the scope of work covers 2 nos. borings in river and 2 nos
borings on land which have been completed. The main aim of this investigation is to check out the soil property at
a glance and to have idea of type of foundation suitable, which would provide guidance to the BOT entrepreneur.
The detailed tender document shall provide for the entrepreneur to make his own investigations and decide the
foundation type.
The two nos river borings/drillings have been carried out at the proposed location of the pylons and being
taken to rock strata at a depth of (-) 55m. The width of the foundation (well dia.) is approximately 17m. Hence 1.5
x width works out of 25.5m. however drilling has been continued at greater depth in order to investigate presence
of hard rock strata. The land borings (one on each approach) are for design of approach embankement and are
taken to a depth of (-) 25m. The proposed maximum embankment height is about 12m. hence 25m depth of bore
works out to greater than twice the embankment height. General soil strata are silty, clayey sand with manganese
blitzes and bouldry strata. Weathered rock is available below RL -51m on Panaji side. On Cortalim hillock side,
highly fractured basaltic rock is available below RL -38m.
The detailed bore log and soil report is annexed.
As on date, the two land borings have been completed and one river boring at Panaji side pylon location has
been drilled upto (-)52m and the drilling is continued. This river boring shows the strata consisting of grayish black
clay (N=4) near bed level to grayish clay mixed with sand (N=25) followed by yellowish grey clay and sand,
yellowish boulders. Brownish red clay, grayish white sand (N=70), yellowish white sand and quartzite rock,
grayish white rock. The lowest strata drilled for at (-)52m has a core recovery of about 15% only.
It may be relevant to mention here that previous subsoil boring conducted in the river bed for the road and rail
bridge close-by, indicates that no hard rock strata is available upto a depth of (-)50m. the well foundations for the
navigational piers of the road bridge os founded at (-) m in soil strata.
The borelog for the two land borings and the various test results on soil samples are appended to this report.
STAY CABLES
There are the principal structural elements in cable stayed bridges and normally account for up to 30% of
the structure costs. In indeterminate structures e.g. Stayed bridges, cable forces and structural deformation are a
function of the load-elongation characteristics of the tendons. This characteristic is influenced by tendon type,
length and stress levels. The tendon should have anchorages, which permit forces in the tendon to be accurately
introduced and maintained throughout the life of the structure. Apart from the static capacity of the tendons, the
repeated loading on the structures (fatigue) should not cause any distress in the tendons.
The maximum stress in the tendons, due to axial forces is generally limited to 0.45 Uts as per International
practice. At this stress level, relaxation effects cab be neglected and the tendon may be considered to behave
elastically up to the design forces. The stress variations in the tendons due to fatigue need to be worked out and
compared with the capacity of the Stay system selected.
For an aggressive climate at Goa and the bridge site being close to the sea, one cannot over-emphasize the
need for a robust and reliable corrosion protection system for the stays. Recent studies show that corrosive
influence can significantly reduce the fatigue resistance of prestressing steel (Fig. 1) and lead to failure even at
lower level of stress variation. A distinction has to be made between factory made stay cables and site assembled
stays, which have recently been developed from standard post-tensioning systems.
Until the mid-seventies only factory, ready-made stay cables were used for the construction of cable-
stayed bridges, because steel bridge decks or composite girders were predominant.
With the introduction of concrete bridge decks in cable stayed bridges, contractor4s with experience in
pre- and post-tensioning became engaged in this type of construction and consequently stays of similar
configuration, allowing similar installation procedures to those used for post-tensioning tendons, became more
common.

Site assembled stays

They have the following in common:
The prestressing strands are installed into the sheathing, which normally consists of a HDPE, in exceptional cases
of a steel pipe. The general tendency is to assemble the stays in their final position; however, prefabrication at site
may also be envisaged. The choice of installation procedure depends on the construction program and planning, on
the availability of heavy installation and stressing equipment and on the fatigue requirements of the stays. Strand
stays are most suited for installation strand by strand on site. The strands are generally either greased and pre-
coated or galvanized greased and coated. Such monostrands provide an effective permanent corrosion protection ex
factory with distinct advantages with regard to durability and fatigue resistance. Furthermore, with appropriate
anchorage detailing they permit load adjustments and even the replacement of individual strands., To complete the
corrosion protection system the cable sheathing may be filled with cement grout which is carried out after
completion of the cable stressing. If galvanized pre coated and greased strands are used, the void between the
external HDPE sheathing and the strands may remain empty. The Strands are anchored in the anchor block by
special wedges, designed for high fatigue resistance.
Factory made stay cables
Factory made stay cables are produced in a factory with skilled labour and under strict supervision and
controlled conditions. This means that both anchorages are assembled on to the tendon and corrosion protection is
provided before the stay cable leaves the plant. This guarantees a product with high and uniform quality with a
high fatigue resistance. When the stay cable arrives on site it is ready for installation and stressing. This allows a
high erection speed and results in advantages to the overall construction time.
Criteria for selection of the most suitable stay cable type
Stay Cable type Site assembled Factory made
Gav. Galv. Wires in
Bare strands PE coated Plain Plain wires in
Main elements Monostrands in HDPE pipe,
in HDPE Monostrands in HDPE pipe,
Criterion HDPE pipe, waxed or
pipe grouted HDPE pipe, routed grouted
empty or filled greased
U.t.s. (N/mm2) 1860 1770 1) 1770 2) 1670 2) 1670 2)
Youngs 5 5 5
1.95 x 10 1.95 x 10 1.95 x 10 2.0 x 105 2.0 x 105
Modulus(N/mm2)
Anchorage
95 95 95 98 98
efficiency: static%
Fatigue(N/mm2) 160 200 200 200 250
Adjustment to length v. good v. good v. good v. good v. good
Tendon force
Possible v. good v. good v. good v. good
adjustment
Effectiveness of
Good Good v. good good v. good
corrosion protection
Durability Good Good v. good Good v. good
Repleaceability Possible v. good v. good good v. good

Shipping and
Good Good Good Heavy Heavy
handling
Installation and
Small, light Small, light Small, light Heavy bulky Heavy bulky
stressing gear
Grouting on site Yes Optional Optional Yes No
Preferable cable size:
u.t.s (kN) < 25,000 < 25,000 < 25,000 < 25,000 < 25,000
-length (m) < 100 > 100 > 150 <150 < 200
Availability India/Import India

1) According to the French Code NF A 35-035, u.t.s cab be upto 1860 N/mm2
2) According to the French code NF A 35-0.35, u.t.s cab be upto 1770 N/mm2

Following points are to be noted

1. Site assembled stays with galvanized, PC(plastic) coated waxed strands have a high protection against
corrosion and a good fatigue resistance. There are particularly feasible for very long and large size cables.
2. Factory made stay with wires are also suitable for long and large size cables, but they require very heavy
equipments for installation/stressing compared to strand by strand installation in site assembled stays.
Also, this system is supplied by only single propreitory agency and relatively costlier. Corrosion
protection system will be cumbersome (e.g. cement grout in very long cable) and/or too costly (e.g.
Polyenratheeene/ polybutadene in 2nd Hoogly cables) Very high accuracy in fabrication to predetermined
length is required. Site fabrication not possible.
3. Factory made stay with carbon Fiber (non-metallic) are suitable in extremely aggressive environment, for
very long cable and very high fatigue resistance. However, these cables are prohibitively costly and there
are only very few cables stayed bridges constructed with these types of stays.
4. Helical strands locked coil ropes: Experience has shown that in highly corrosive climate, these type of
cables do not provide a long durable solution despite several methods and future replacement poses a
major problem. Also they have low fatigue resistance due to conventional zinc socketting and have lower
youngs modulus compared to parallel strand or parallel wire cables. There are not recommended for the
proposed project in the extremely corrosive climate close to sea.
5. Availability aspects
a) Site assembled stays( parallel strand stem): basic HT strand 0.6 dia is indigenously available. Anchorages
cab be manufactured indigenously. PE coated greased strand can be installed by supplier in India since
quantity is large. Any importasion will attract customs duty ranging from 40-60% on CIF price. HDpE duct:
black variety available in India, coloured variety to be imported. A number of international systems are
available for this type of stays viz. VSL/Fressinet/BBR etc.
b) Factory assembled stays (Parallel wire system): available indigenously. However, coloured HDPE ducts
need to be imported. Long cables need to be transported on big bobbins on trailer over long distances. Heavy
equipments (e.g. motorized uncoils) needed at site for installation.
In view of the various advantages, site assembled stays are recommended for this bridge.

Corrosion Protection/Grouting in Stay Cables

Options available
a) Cement grouting
Cement grouting in the HDPE duct after final adjustment of forces in stays represents an optimal solution. The
grout is normally made from Portland cement and fulfils the same requirements as the grout used for injecting
post-tensioning tendons. With its alkaline properties, it is an active corrosion protection. The grout completely
fills the interstices between the strand bundle and the
polyethylene or steel pope. The polyethylene pipe provides
additional corrosion protection, as it possesses a very high
water vapour diffusion resistance.
Cement grouting cab be adopted for PE coated greased
monostrands in the stays (ref. Fig below)
The main disadvantage in this method is that for cement
grouting injection in long cables, multiple entry port
with access platforms is required. This is a
cumbersome and time taking process.
b) Flexible grout
This material normally consists of special grade of grease or wax or polyenratheme-polybutadene or other
proprietory products. Special injection equipments are required at site for this operation. For very long stays and
large size (e.g. backstays etc), it may be convenient to inject the grout in the full cable laid on deck before
installation. The detailed method statement needs to be submitted by the specialist agency for consultant approval.
c) When PE coated greased monostrands are placed inside the HDPE duct, the annular space can be left ungrouted.
This has also been successfully adopted in a number of projects. IT will be necessary to have a centering device for
the strand bundle inside the HDPE duct. Future replacement of individual strands in such stays become easier

Manufacture and installation of Stay Cables

The standard components used for the cables are as follows:
a) Plain strands 0.6 low relaxation grade, with a cross section area of 140 to 150 mm 2 and a nom U.T.S of
1770 to 1860 N/mm2.
b) Galvanized, greased or waxed and plastic coated strands 0.6, low relaxation grade, cross section area,
140 to 150 mm2 and a nom. UTS of maximum 1860 N/mm2, intrinsic fatigue resistance min. 280N/mm2.
c) The strands are gripped with special wedges in CONA STAY anchor head which has an outside thread. A
lock nut screwed on the anchor head transfers the load from the anchor head to the supporting bearing
plate.
d) The special wedges are made of case-hardened alloy steel to obtain the required surface hardness.
e) A wedge retaining plate made from structural steel is screwed to the back of the anchor head and secures
the wedged in their proper position.
f) HDPE guide pipes are attached at the exit of each boring of the anchor head to guide each strand in a
smooth transition from the deviator into its corresponding boring of the anchor head, these small caliber
HDPE-pipes prevent fretting corrosion between the strand and the anchorage components.
g) A jacket tube made from structural steel or HDPE connects the deviator where the strands are tightly
bundled with the anchor head. In the vicinity of the anchor head the voids between the jacket tube and the
HDPE guide pipes are filled with a resin enriched non-shrinkage grout.
h) The deviator which tightly packs the strands to a compact bundle consists of an exterior trapezoidal steel
ring and an interior plastic ring.
i) A steel or HDPE telescopic pipe from the deviator to the standard size HDPE duct, provided that such a
common HDPE duct is present.
j) The voids between the exterior HDPE duct if any and the strand bundle can be filled with corrosion
inhibiting compound, such as cement grout, wax or grease, depending on the clients requirements.
k) A damping device made from neoprene between the stay cable duct and the steel penetration pipe absorbs
vibrations which might be induced to the stay- cable by wind, traffic or other loadings.
l) A protection cover, filled with corrosion inhibiting compound additionally protects the anchorage from
damage and corrosion.
The cables can be assembled on site by threading each strand one by one into the top and bottom anchorages, and
through the pre installed duct. This assembly procedure, which is preferable for long and particularly heavy stays is
described in detail below. For shorter units stay cables with anchorages can also be preassembled on site or in
workshop as described further.

Installation and stressing procedure strand by strand.

Before the cable installation is carried out the accurate tendon length is determined.
The strands are precisely cut to the required length, within a tight tolerance chosen in function of the stay
length.
At their ends the HDPE coating is stripped and removed so the strands can be gripped by the anchor wedges.
The top and bottom anchorages are mounted prior to the strand installation.
The strands are inserted from the pylon through the HDPE duct or pushed up in case of minor or medium
lengths from the bottom. In case the duct is applied in a second stage, placing can be performed using a light
cable stay system.
Once the strand reaches the deck it is threaded into the bottom anchorage, or vice-versa.
The strand is anchored on the fixed side by means of special wedge.
At the stressing end the first strand placed is stressed to a given, predetermined load. Its final position, extra
length plus apparent elongation beyond the anchoring wedge is treated as the reference value for all the other
strands.

Installation of preassembled stays.

 It is also possible to preassemble the tendon and install it as a complete unit by means of winches, deck and
pylon deviators. It is feasible in such cases, to assemble the stays on the bridge deck, so as to avoid transport
and coiling. For assembly and installation the following main operations have to be carried out:
Again all the strands are precisely cut to length and both ends prepared for gripping of wedges.
Strand bundle is assembled ensuring the parallel order and equipped with either holding spacers or spiral chord
around bundle.
HDPE duct suitably welded in steps is pulled over the bundle.
Prepare the anchorages to be assembled on to the strand bundle at the predetermined position.
Install strand deviator, jacked tube and anchor head to the stay cable ends.
Mount wedges and wedge retaining plate.
Tightly connect the jacket tube with the deviator device, the telescopic pipe and the standard HDPE pipe of the
free length.
The stay cable is now ready to be installed as a completely assembled unit.
Position stay cable deviators at the bridge deck and at the pylon.
Hoist or winch the completed cable to the appropriate location using both temporary deviators.
Position the fixed anchor head by means of the lock-nut.
Pull the stressable anchor head using a winch or hydraulic means to allow engagement with the lick-nut at the
stressing end.
Tension the whole tendon to the various load stages required by the designer with adequate jacks and perform
final tuning by means of a short stroke jack engaging the whole strand bundle.
 Fig: Installation and stressing procedure strand by strand

Completion work.
Following the actual work on the cables, various completion operations must usually be carried out. These include:
Dewatering: the cavity between the anchorage sleeve and the cylindrical cable passage must be dewatered or
filled with grease, to prevent accumulation of condensate and assure corrosion protection. Apart from the
corrosion preventing effect of the grease, requirements are also imposed in regard to dripping point and
composition.
The transition between the polyethylene or steel tubing and anchorage is sealed with shrink tubing.
Permanent corrosion protection of anchor head, bearing plate and grout cap.
 Fig: Sequence of operations for restressing or distressing a stay cable at site

Special aspects of stay cables

i) Cable ducts
It has become standard practice to utilize polyethylene (HDPE) ducts as stay cable sheathing because of their
UV resistance pipes with 2% carbon black are used.
However, Nowadays, UV-stabilized and colored HDPE ducts are available which satisfy long-term durability
and aesthetic aspects. Such ducts cab be produced in any color, however the UV-resistance depends on the
tone chosen. The following duct options are currently marketed alongside the black HDPE pipes.
Coextruded pipes, whereby the outer 1.5-2.0mm cab be of any color desired, the internal ring over-taking the
grouting pressure, however is made of black polyethylene.
Fully colored HDPE pipes, whereby the entire cross-section consists of coloured material caution must be
taken with certain colors(shiny red) which are not suitable for longterm UV exposure.
ii) Cable vibrations
A problem associated with longer span stay-cable bridges is the wind-rain induced cable vibration, which may
cause distress to the stay-cables. Investigations have shown that longitudinally or spirally ribbed and dimpled ducts
reduce the vibration considerably.
The neoprene damping device in the ring space between the cable and steel exit pipe of pylon and deck anchorages
as well as the use of profiled ducts may not be sufficient to suppress the wind-rain induced vibrations. Therefore
provisions must be made to enable implementation of complementary vibration suppressing measures, e.g.
attachment of friction damper to the anchorage end at deck lever or in form of secondary damping rope in cross fis.

Quality Control
Quality is the most important aspect for stay cables particularly for such aggressive environment. It must therefore
be assured during all stages of protection application. During in-service of the structure, surveillance and
monitoring the forces of selected stay cables must be implemented.
The quality assurance includes the following measures:
Careful selection of all components including selective sampling and testing. The checks comprise
destructive and non-destructive tests of the relevant properties for all the tendon components including h.t
steel, anchor materials including steel socket, heads, lock-nuts, shims, wedges, filler material,
polyethylene pipe and corrosion inhibiting compound.
Precise and detailed method statements for all actions and works in connection with cable fabrication,
installation, stressing and final corrosion application.
Minutes and detailed checks on and reporting of the various stages of cable fabrication in the factory or
cable assembly on site.
Minutes and detailed checks reporting on the various steps of cable installation.
Stressing reports indicating cable loads and extensions for each tensioning operation and characteristics
of the equipment used, including calibration charts.
Static tensile and fatigue tests on full size stay cables with a length depending on testing facilities
(normally approxi. 5 m).
Monitoring of the tendon loads using specially developed load cells will provide interesting information
on the fluctuation of the tendon force due to service loads, as permanent printing out of data is possible.
DESCRIPTION OF CONSTRUCTION STAGES (For cable stayed portion only)
1.1 Starting position.
Following structural element have already been erected.
Two pylon upto level 114.00 (temporary guys if required)
Abutments PP1 and PM1.
1.2 Construction stages.
i) Approx. 25m of the bridge deck at each pylon location are built by means of scaffold from well
cap and cantilevering supporting brackets.
Erect cable 19 and 20 and stress to predefined level.

ii) The main span and side span erection will start simultaneously from each pylon in a cantilevering
construction procedure. Each stage consists of in-situ segments of approx. 10m each.
Cantilevering Form Travellers (CFT)shall be assembled on above deck already built.
iii) progressively proceed from pylon side towards both midspan and anchor pier, erecting
corresponding cables on each side simultaneously viz. Cables 18-21, 1-22,16-23, etc. till approx.
cable 12-31.
During these operations. The CFT to work as a cantilevering unit for its won dead weight only.
Weight of in-situ concrete in 10m segment shall be carried by stay cables attachment to deck.
The anchorage details shall cater to this requirements.

iv) erect back stays 1a-1f on both pylon

v) Proceed erection of deck with CFT with simultaneous erection of cables towards midspan and
PP1/PM1.
vi) Closing pour at midspan.

vii) Finish deck with footpath, crash barrier railing, WC etc. and then fine tune all cables to finished
vertical profile.

TIME FRAME
Total time frame is closely related to the extent of resources mobilised by the contractor. Based
on the construction stages described above, i.e. simultaneous mobilisation of 4nos CFTs 2nos tower
cranes, barge mounted cranes, sets of hydraulically operated jump form shatters for pylons etc, a
preliminary construction program has been made, as enclosed.
For deck erection, a cycle time of days for each 10m segment has been considered viz. 4 segment
to be built simultaneously.
Overall time frame is envisaged as follows:

Construction of Well Foundation.

Both the well foundations are founded on rock level at approx. (-)50m. the subsoil strata consists
of grayish black clay (N=4) near bed level, yellowish gray clay and sound, boulders, gray white sand
(N=70), yellowish white sand and rock and grayish white rock at approx. (-)50m. Jack down method of
sinking is considered appropriate with no. of temporary post-tensioned rock anchors drilled and anchored
in hard rock. Depth of water at the two locations varies from (-)0.2m (LTL) to 2.8m(HTL).

The steps of work are mentioned below

1) Construction of sand island with sheet piling. The top of sand island shall be 0.5m above HTL.
Sheet piling shall be provided to prevent spread of muck into the river portion.
2) Bore shall be drilled for rock anchors. Followed by installation, grouting, fixing of top frame etc.
3) Cutting edge shall be placed in position
4) Concreting of well curb.
5) Concreting of steining and sinking to continue on cycles by means of jackdown method with
rock anchor.
Sinking includes
i) Grabbing through dredge hole.
ii) Application of prestress through fixing reaction girder over the steining
iii) Tilt and shift to be corrected by adjusting the forces in the rock anchors by hydraulic
jacks.
6) Concreting of bottom plug after providing suitable dowel bars in sump.
7) Sand filling upto intermediate plug.
8) Concreting of intermediate plug.
9) Sand filling upto top plug.
10) Concreting of intermediate plug.
11) Concreting of well cap.
12) Sand island and muck to be evenly spread around the foundation to form a protection.
13) Stone rip rap to be provided over the protection island form bed level to top level.

Construction of Pylon
Construction form well cap +3.800m upto +19.100m can be made by conventional method with
steel shutters. This portion is having a steep inclination. Above +19.100m level, jumpform conreting
method can be adopted to +114.000m (top). Cable inserts of steel, are to be installed from +74m to
+112m. Also the top tie beam is to be constructed at +74m level. In this 38m portion, jump form shutter
on two opposite sides need to be tailor-made due to these inserts. Else fixed form shutters may be used. It
is of utmost importance to install these cable inserts to very degree of accuracy to avoid permanent
damage to the stay cable in these anchorage zones.
One dimension of the pylon leg is constant while the other dimension is gradually varying.
Each lift of the jump form shutter shall depend upon various factors e.g. jack capacities etc. however a lift
of 2.5m to 3.0m is considered reasonable. All the 4 legs of the 2 pylons shall be constructed
simultaneously.
One no. tower crane shall be erected at each pylon location with boom of adequate length to cover both
legs.
In addition to the cable inserts, a no. of other inserts are to be left on pylon viz. access lifts, restaurants at
top (optional), aviation beacons, illumination, emergency access ladder, lightening arrestors etc.
AESTHETICS ASPECTS.

The aesthetic attraction of cable stayed bridges lies in the extreme slenderness of the deck which
in combination with thin stays, provide an aesthetic impression of lofty lightness. In our case the
depth/span ratio of the deck is 470/2 i.e. 235. Individual size of the stays, due to this close spacing, is also
thin e.g. for the longest cable of 247m, duct dia. is 200mm, length /dia. ratio of 1235. For the shortest
cable of 65m length, this ratio is 406. As such the finished deck would appear to float over the large
expanse of Zuari river close to the mouth of sea.
There are a number of possibilities for the stay arrangement. The most natural and technically
most efficient arrangement is the fan shape with all stays starting theoretically from the pylon top. The
other extreme is the harp shape with all stays parallel and equally distributed over the height of the
tower. However, technically this arrangement is the leas efficient.
Since stay cables must be replaceable in future, the joining of all the cables at the top becomes
structurally difficult. Therefore, the upper range stay anchorages are normally distributed over a suitable
length of the tower head leading to a compromise between fan and harp types i.e. modified fan type. This
is adopted in this bridge.
For a pleasing appearance of such cable-stayed bridges, it is aesthetically important that the
fascia runs undisturbed throughout the length on the outside on cable anchorages. For this bridge the
fascia is the integration of the wind fairing and the low height protection wall on the edged of the deck
which runs uninterrupted throughout the length. Care has been taken in the cable anchorage details so that
the anchors do not protrude below the soffit line. However in deck alternative 2, the anchorheads only
would protrude underneath the corner of soffit, but again in the backdrop of the main girder depth, this
will have insignificant visual impact.
For large spans and taller heights, A-shaped towers normally provide the appropriate solution. Here again,
two alternative shapes have been worked out. In the first alternative the lower legs have been inclined
towards inside under the deck in order to concentrate the force on to a relatively smaller foundation.
Careful proportioning has been made in order to obtain harmony.
It is also aesthetically and structurally important to have proper proportioning between the central and side
spans. The side spans which end with the backstay cables should be less than half of the main span which
in our project is 0.404. This is required to keep the stress changes in the backstays within allowable limits.
In order to avoid a drab aesthetic situation by providing all the exposed HDPE ducts as black tubes, it is
now possible to have brightly coloured HDPE ducts which are co-extruded with UV resistance. Large
number of recent cable-stayed bridges have been built internationally with such coloured ducts which
provides a contrast against the backdrop of the blue sky.
Illumination of such long span cable stayed bridge plays a very important role in highlighting the structure
and providing a location of tourist interest. A major part of the energy required can be obtained by
installing permanent solar panels as has been done in a number of major bridge projects in Japan. Also it
is possible to have different illumination scheme during different seasons (rainbow effect). These shall be
worked out during the DPR stage.